Railway road-bed and track construction.



J. N. 1). BROWN.

RAILWAY ROAD BED AND TEAOK GONSTRUGTION.

APPLICATION FILED 00122.1910.

Patented Mar. 14, 191 1.

4 SHEETB%HEBT 1.

J. N. D- BROWN.

RAILWAY ROAD BED AND TRAGK CONSTRUCTION. APPLICATION FILED 001.22. 1910.

4 SHEETS-SHEET 2.

Patented Mar. 14, 1911.

' J. N. 1). BROWN. RAILWAY ROAD BED AND TRAGK CONSTRUCTION.

APPLICATION FILED 0GT.22

4 SHEETSSHEET 3.

m wwm Patented Mar. 14, 1911.

Z WQAQAMAQW M M W 4w Q J.- N. D. BROWN. RAILWAY ROAD BED AND TRACK CONSTRUCTION. I APPLIGATION limb-0017.22, 1910" 987,041 Patented Mar. 14, 1911.

4 SHEETS-SHEET 4.

NI NHH PAI'EQENT irrrc.

JOHN n. npnaown, oryanianaaxo,

OKLAHOMA.

' RAILWAY Roan-Bun AND TRAoK'ooNs'rnUoTron.

, Specification of Lctccrs I-atent. Patented Mar. 1.4, 1911 Application filed October 22, 1910. Serial No. 588,572. I

To an whom it may concern:

Be it knowrrthatl, Jenn D. BROWN, a citizen of the United States, and aresident of Anadarko, Caddo county, Okla honia, ha ve invented certain new and useful luiproveinents in Railway Road-Bed and Track Construction for All Classes of Hailways, of which the following isa specification. 7

Myyinvention relates to improvements in [road-bed and track construction for rail- Ways; and the. object of the invention is to provide such a permanent construction as will eliminate the use of Wood or other 'ierishable materials and yet be simple and economical of construction; and t CODSlStS.

chiefly in concrete, steel. reinforced,having a cushion material embedded in the same upon which the rail or rail-shoe tests, the particular arrangement and construction being hereinafter scribed. v

Figure 1 is a vertical'section of one side of road-bed and track. Fig. 2 isavertical section of a ball-bearing switch rail. Fig. 3 is a vertical section of one side of road bed and track with cushion under a ineditied forn'i of shoe. Fig. 4 is a vertical sec tion. of one side of road-bed and track showing shoe with cushion Withinthe same. Fig. is an adaptation of Fig. i to street railwayconstruction. Fig. 6 is a vertical section of road-lied and track when the present form of rail is used. Fig. 7 is a vertical, lineal section of steel reinforcing. Fig. 8 is a perspective viow of rail used.

Like nun'ihers of reference indicate corresponding parts in each figure.

1 is the upper or Wearing part oi rail.

2 represents the bolts that clamp the railinore particularly dein the shoe.

Sis the cushion material which maybe an asphalt and sand mixture, substantially the about the size of wheat straw tied in small bundles, saturated with crude oil or residuum and embedded in the asphalt mixture above; or dry saw dust saturated with crude oil or residuum may be used n the piece of sand in the asphalt mixture; or

Wood or vegetable pulp saturated with oil, above. may be used or any othercheap liiiperishable material suitable for such" a purpose may housed. The cushion material should be rolled or pressed into the rail "shoe while hot or rolled and pressed into a suitable form while hot.

4. represents "the curred steel plates form;

iug the'principal parts of the shoe and providing, by their peculiar torin, resihtion; the thickness or these plates would Vary according to the requirements of the construction. and the juc lginent or engineer in chief, and the. same would be true. 0t other parts of the construction.

5' in Figs. 1, 4:. and 5 represents narrow steel clamps sorne four feet apart.

street railways when streets are paved with asphalt, and provides a means of getting at the bolts or cover of manhole to conduit.

9 is the continuous curved steel cap resting on cushion and supporting the rail.

10 is the surfacing coat of asphalt pave.- nient. 11 is small crushed stone on the concrete before is applied.

12 represents tie-rod bolts that. take the place of bolts every four to six feet.

13 is the cover over manhole to conduit.

la -the broken lines represent threeeighths steel reinforcing placed about two inches from the bottom of stringers.

15 represents the lineal reinforcing. of Stringers and is placed low down where it will do most good; this reinforcing should be sevenf-eigliths to one inch square and. of the form indicated in Fig. 7., and should be either lapped for oneioot at the ends or one end should be hook and the other end an, eye and thus joined together-(scat ter the'joints). v I t 1G is vertical reinforcing steel threeand asphalt put the surfacing coat eighths to five eighths of an inch square,

; the obthe way 7 to reinforce.tlio concrete under the shoe and. carry it over and hook stalled; it should havea depth of from eight 4 to eighteen inches below the wavy line 0, c,

and a width of from fourteen inches to two feet, all according to the character of the earth road-bed. The bottom of the trench for-this stringer should be well tamped and if wet and spongy should be dug deeper and the deeper part filled with dry clay or broken stone.

19 represents all that part of the construction that would be installed after the track,

complete, was placed;'this part of the con struction should be finished with 'a one inch coat of sand and cement (two parts sand and onepart cement) put on before the concrete has taken its final set and should be troweled down smooth.

20 in Fig. 3 represents the continuous steel bot-tom of this style of shoe. I

21 in Fig. 8 is the crown or wearing surface of the rail; 22 in same figure (8) represents the shank or web of rail; 23 in same figure (8) represents the continuous, curved steel cap that rests on cushion and supports rail as shown in Figs. 1, at and 5. 24 shows how this style of rail is joined at the ends. v 25 Pig. 2 represents the bottom part of shoe which for this purpose would have a continuous bottom instead of theclamps (5). 26 represents alineal, vertical section of aball-bearing steel plate for aswitch rail to use in. connection with rail and shoe as shown in Figs. 1, 4 and 5 or it may be used with any style of rail or shoe; this plate should be embedded in concrete and of sufficient width at movable end of rail to permit the rail to travel some six inches and would ""as in Figs. 1, 4'. and 5;

be operated in the usual manner.

I1 27 is the steel balls that carry the'rail and s or web of rail through which the bolts pass these holes whether round or square (preferably square) should be three eighths to one half inch largr than the bolts and should be so placed that the' center of the bottom of hole willtou'ch the center of bottom of bolt, this to provide for possible compression of cushion and for ex pansion and contraction.

29 shows the cavities in the stringenor base under the shoe-which as in Figs. 1 and 4 or in Figs. 3 and 6 shown filled with the cushion, should be formed before the oe. 28 calls attention to the holes in the shank.

concrete se tsby pressing a proper shaped planlt or timber down into same and should be spaced and lined up same as the rail;when setting the shoe or cushion when used under shoe or rail a small quantity of very soft cement (sand two parts should be poured and cement one part) into the cavity. to provide a perfectly uniform base for shoe or cushion. In Fig. 3 the'concrete should be kept clear from the bottom of tie rod (7) to near the center of track to allow for the springing of the curved steel of. shoe or the compression of cushion, 7

To connect the cushion as. in Figs. 1, 4 and 5 Iwould provide a subshoe,a steel plate eighteen inches long and of 'suificient width, when formed, to fit outside-of, shot, up to the vertical part of neck of same; this would protect the cushion at the joints of shoe and prevent the same shoe when it contains the from bein forced out by compression. The

modified form of shoe as shown in F10. 3 would be joined at-.ends by a steel p ate eighteen inches long and of the form of outside .ofbottom of shoe.

For drain of rain, snow from between the rails or flood water Figs. 3 and 4 up as high on the neck of shoe as practicable and giving it a dip of about one inch to center of track and conducting the water from center of track through three inch sewer pipe down and out under the stringer or through the stringer. when necessary, placing saidsewer pipe atsuch intervals as the conditions of earth road-bed would require.

I have thus described my invention of a novel, simple, practical and economical construction; one in which one cubic yard of reinforced concretewill construct one lineal yard of road-bed as required and shown by Figs. 3 and 4: (a muehless quantity would be requiredby Figs. 1 and 6) while in existing main line construction as much as two cubic yards of crushed stone is used for Having described my invention, what I to secure by Letters Patclaim and desireent 1s: 1. .The combinatmn' in,- a

, railway road-bed and track construction of parallel steel-re- I would provide for bringing the concrete in inforced concretestrin ers with a rail-shoe embedded in the same avin'g a vertical'part extending above the concrete, a cushion material inclosed in said railv shoe, a curved steel cap within the rail shoe resting on said cushion and taking the place'of the base of the present form of rail, a rail with the web ofcsame resting on said curved steel base land bolted between the'projecting parts of 'said shoe, and having enlarged bolt holes in I the web to provide for compression of cushion and -unequal expansion and contraction of rail and rail-shoe, and having metal tierods provided at intervals to take the place of bolts and hold the rails in gageyas and for the purpose'specified.

2. The combination ina railway road-bed and track construction of parallel steel-rein: forced concrete stringers having a cushion material embedded in the same and using the present form of rail resting on said cushion and having the base and lower part of web embedded in the concrete, and metal tierods provided at intervals to hold the rails in gage, as and for the purpose specified.

3. The combination in a railway road-bed and track construction of parallel steel-reinforced-concrete stringers connected by rein-.

forced concrete extending between the rails ,and having a rail-shoe embedded in the stringers with the vertical part of the out- 'sitji ofv same extending above'the concrete so that rail bolts and tie-rod bolts can be inserted or removed, a cushion material .embedded, in the rail-shoe on which the detached curved base of the rail rests and upon which the web of rail rests, the web of raw-1, extending down between the vertical x'part's' of rail-shoe and havin enlarged bolt holes inthe same to provide or compression .otcusluon and for unequal expanslon and contraction of rail and railshoe, said rail being bolted between the vertical parts of stringers and having a cushion w1thin said rail-shoe upon which the detached curved steel rail base rests and upon whiohthe web of rail rests, the frail bolted between the vertical parts of rail-shoe with the bolt holes in web of rail enlarged to provide for compression of cushion and unequal expansion and contraction of rail and rail shoe, and having metal tie-rods at intervals in place of bolts to hold rails in gage,'and having paving materials brought up flush with the top of rails except a narrow groove on inside of rails where flange of wheels runs, and provided with a row of brick on outside of rails to furnish a means of getting at bolts and cover to manhole to conduit without disturbing any other part of the paving, as and for the purpose shownand specified.

5. The combination in a railway roadbed and 'track construction of parallel reinforced-concrete stringers called primary. concrete, connected by reinforced concrete extending between the. rails or rail-shoes and on the outside of rails or railshoes, called secondary concrete; the primary and secondary coatsof concrete bound together on outside of rails or rail-shoes by vertical, steel-reinforcing bars placed at intervals; and this secondary coat of concrete reinforced line-ally by a 'steel reinforcingbar I extending in center of track parallel with the rails, by the rails or rail-shoes and by a tube or conduit embedded in the same on the outside of rails, as and for the purpose shown and specified. c

6. The combination in a. railway roadbed and track construction of parallel rail shoes having a vertical part of opposing steel plates extending above a concrete roadbedand a rail, with the ends. of the web tongued andgrooved and matched together to hold the same flush at the ends, bolted be-.

tween said vertical parts and extending down and restingon a curved base or cap that -rests on a cushion inclosed within the steel plates, as and for the purpose specified. Signed this the 19th day of October 1910. JOHN N. D. BROWN. Witnesses: i

O. O. STEPHENSON, H. E. SU'r'rnR. 

